Transmission mechanism



mmh 9, 194s.

J. O. BERNDTSON TRANSMISSION MEcH'ANIsu '8 sheets-sheet 1 Filed Nov. 27,1945 March'9,`l948. A J. Ol BERNDTSON 2,437,314

' y l TRANSMISSION imcrmmsu y Fim Nov', 27; 194s 8 sheets-sheet 2 v A7,1 3PT@ 6 @@6445 fr i* #es L `56 March 9, 1948. y .1.0. BERNDTsoN n2,437,314 Y TRANSMISSION MECHANISM Filed Nov. 27, 194s 8 sheets-sheep;

M9 1948 Y J. o. BERND'rsoN 2,437,314

` TRANSMISSION IECHANISM v -j Filed Nov. 27, 1945 8 Sheets-Sheet 4 March9, 1948. .1.0. BERNDTsoN 2,437,314

TRANSMISSION MECHANISM Filed Novf. 27, 1943 8 Sheets- Shet 5 9, 194.8.1Mo. lBgmirlvSCNl y 2,437,314

mnsmssion MECHANISM Filed Nov. 27, 1945 8 Sheets-Sheet 6 D 3o 0&*97 4e51 53 Patented Mar. 9, 1948 TRANSMISSION MECHANISM John 0. Berndtson.Short Beach, Conn., assignor to The Snow-Nabltedt Gear Corporation, NewHaven, Conn., a corporation of Connecticut Application November 27,1943. Serial No. 511,955

11 claim. (cl. 'x4-29s) improved means for connecting a driving member,such as a member connected to and driven from a marine engine, to adriven member which may be appropriately connected to a propeller shaftor other power takeoff.

A further object is to provide improved means including a pinion cageand a brake-equipped housing associated with the cage, for connecting anengine-driven member to a driven shaft.

Yet another object of the invention is to provide certain improvementsin a transmission mechanism in which there is a reduction of speedbetween the engine-driven member and the power takeo, as will behereinafter described.

To these and other ends the invention consists in the novel features andcombination of parts to be hereinafter described and finally 30 pointedout in the claims.

In the accompanying drawings:

Fig. 1 is a vertical longitudinal section of s. transmission mechanismfor marine use embodying my improvements, the same being shown inposition for forward drive;v

Fig. 2 is a sectional view of certain parts shown in Fig. 1, on a largerscale. illustrating the position of the parts when the transmission isin neutral;

Fig. 2*- is a detail section on line 2^-2^ of Fig. 2;

Fig. 3 is a section on line 3-3 of Fig. 1;

Fig. 4 is a section on line 4--4 of Fig. 1;

Fig. 5 is a section on line 5,-! of Fig. 1;

Figs. 6 and 7 are enlarged detail views, the same being partial sectionstaken on lines 0-6 and 1 1, respectively, of Fig. 3;

Fig. 8 is a rear view of the supporting member used in connection withthe reduction gearing;

Fig. 9 is a section on line 9-9 of Fig. 8

Fig. 10 is a plan view of the mechanism for tightening and releasing thebrake band;

2 of somewhat modified form, looking from the rear end; i

Fig. 12 is a view similar to Fig, 11, showing another possible locationof the propeller shaft;

Fig. 13 is a section on line I3-I3 of Fig, 11;

Figs. 14'and 15 are views somewhat similar to Fig. 13, showing othermodifications; and

Fig. 16 is a detail sectional view showing a modification of the pinioncage structure.

In the marine transmission selected for illustration.' the mechanismcomprises a housing divided into a forward or main portion of apredetermined height and a rear portion of somewhat less height, themain portion accommodating a main shaft adapted tobe driven from amarine engine and the rear portion of the housing accommodating anoffset stub shaft for connection with a propeller shaft or othertakeoff, there also being in the rear portion of the housing a reductiongearing which interconnects the main shaft with the stub shaft. In themain portion of the housing there is provided, among other things, apinion cage surrounding the main shaft and having associated therewith aseparate external member in the nature of a drum adapted to Abe brakedby an encircling brake band. There is also associated with the pinioncage, and its enclosing or associated member. certain gearing adapted toproduce forward and reverse drive of the main shaft, as may be desired,and. for providing forward drive, a friction clutch having one memberassociated with the driving member of the organization is employed.

In the drawings, the main housing is shown at A, the same having aforward or main portion B and a rear portion C. The main shaft is shownat D and the stub shaft at E. The reduction gearing in portion C isindicated at F Associated with the main shaft D is a concentricengine-driven member G. The pinion cage is shown at H, the pinion cagedrum or shell at I, and the encircling brake band at J. The frictionclutch. having one member driven from the engine-driven member G, isindicated generally atK.

Referring now to the details, it will be noted that the main housing hasa forward wall 20 in which the main shaft D is mounted and, at its rearend, the main shaft extends into proximity t0 and is supported from atransverse wall or partition 2| which, to an extent, divides the mainhousing into forward and rear chambers or compartments, the rearcompartment C being provided Within a housing section 22 secured inposi- Fig. 11 is an external view of a transmission 56 tion against thepartition 2l and for the most part of less height than the main portionof the housing.

The main shaft D is shown as extending somewhat forwardly from theforward housing wall 20, and its forward extremity is received in ananti-friction bearing 23, which, in turn, is received Within a cuppedportion at the forward end of a sleeve member 24. The sleeve member 24surrounds the shaft D loosely and is of ap'-V preciable length. and atthe forward end thereof, at a point externally of the housing, thissleeve member has provisions of a suitable kind whereby it is rotatedfrom the engine. In the particular case illustrated, the sleeve 24 isequipped with a coupling flange 25 for connection to a suitable coupling(not shown) on the engine shaft, but this is merely by way of example.Between the coupling flange 25 and the Wall 20, a ring member 26 isfastened to the housing, in an appropriate manner, this ring memberbeing equipped with a lubricant seal 21.

' Embracing the sleeve 24 and splined thereto by means of splines 28 isa sleeve 29 carrying at its `inner end a gear 30 which may be integraltherewith. The gear portion of sleeve 29 projects rearwardly beyondsleeve 24 and helps to support shaft D by an anti-friction bearing 30.At the other end of the sleeve 29, the same is recessed externally toaccommodate an anti-friction bearing 3| which is interposed betweensleeve 29 and a portion of the front wall ofthe housing, and whichpermits sleeves 24 and 29 to have free rotation as a unit in thehousing. y

Thesleeve 29 carries a member of the clutch K previously mentioned, andfor this purpose sleeve 29 is provided with a flange 32 against which isclamped, by means of screws 33, a web 34 having a bent peripheralportion 35 carrying Y opposite friction surfaces I8 and 31. Thesesurfaces may be provided by applying kto opposite faces of a slantingportion of the web 34 friction linings 38 and 39 of suitable materialwhich are held in place by rivet members 40 extending through thefriction linings and the web. In this manner there is provided, as apart of clutch K, a conical friction member having internal and externalfriction surfaces. and it may be noted that the inner friction surfaceis adapted to coact with a part carried by, pinion cage H, while theouter friction surface is adapted to cooperate with a part carried bythe drum or shell I, as will be described later on.

The pinion cage H loosely surrounds shaft D and has a rear plate 4| anda front plate 42. The front plate 42, by means of a forward extension dthereof, rotates on an auth-friction bearing 44 which is interposedbetween it and sleeve member 29. On a portion of part 44 which isradially outermost, a friction surface 45 is provided which is ofconical shape and which is adapted to be contacted by the inner frictionsurface of the duplex clutch member previously described, for thepurpose of clutching sleeve member 29 to the pinion cage. Between plates4| and 42 of the pinion cage are extended fixed bearing pins serving forthe mounting of pinions in the pinion cage, there being long spurpinions 46 mounted by means of anti-friction bearings on pins 41, andshort spur pinions 48 mounted by means of anti-friction bearings on thepins 49. The long pinions 46 are in engagement with the gear 30previously mentioned, and each of the long pinions is also meshed withan associated short pinion 48. and all of the pinions 48 are in meshwith a gear 4.9 keyed to the shaft D by a key 50.

'Ihe gear 49' has a projecting sleeve portion 5l in the plane of theplate 4|, and between the sleeve 5| and theV plate 4| an anti-frictionbearing 52 is arranged so that the cage at its rear portion iseffectively supported for rotation about the shaft. A ring il, providedon the shaft. holds the anti-friction bearing 52 in place.

The drum or shell I, enclosing the pinion cage, comprises a hollowcylindrical member 54 of somewhat greater length than the pinion cage,provided at the forward end with a portion 54 adapted to coact with theouter friction surface of the duplex clutch member previously described.At its rear end, the member 54 is continued beyond the pinion cage andhas attached to it a wall 55 of annular shape which may be secured to itby means of inter-engaging screw threads 56. The member 54 is provided,on its inner surface,

with cutaway portions 51 which clear the teeth the spacing vmembersA B3preferably integrally interconnecting the front and rear plates of thecage. By this construction, the member or shellv` I and the pinion cageH are interconnected for concurrent rotation at all times, while,nevertheless, relative axial sliding movement between the two ispermitted.

As shown, a number of spring devices act upon the pinion cage, one ofthese Vdevices being shown in Fig. 'I and .including a cylindricalmember 65 abutting againstthe anti-friction bearing 44 at one side ofthe member and against a spring 6B at the' other side of the member, thespring 68 being disposed in a socket 61 formed within the pinion cage.The tendency of this spring is to move the cage toward the right (Fig.7) and hold a small stop shoulder 68 thereon against the antifrictionbearing 52. Also, a number of spring devices are used tending to urgethe member I in a leftward direction with respect to the cage, one ofthese spring devices being shown in Fig. 6, and the same including arecessed plug 69, a helical spring 10, and a screw-threaded adjustingplug 1|. The plug 89 bears against one end of one of the ribs B. Theplug 3S is mounted in a socket 12 formed in the front end portion ofmember 54,- and the spring iii is enclosed in the part 69 and has anouter end portion engaged by the threaded plug 1| which enables thespring pressure to be adjusted. At its forward end, the member 5t isprovided on portion 54 with an inner conical surface 13 sloping in arearward and upward direction and adapted to make contact with the outerfriction lining which forms a part of the clutch K.

The outer surface of the Shell I is smooth and is adapted to becontacted by a lining 14 of the brake band J previously mentioned. Thisbrake band is mounted in the manner indicated in Fig. 3, the samecomprising a band having a gap or interruption 15 at the upper part, theterminal portions of the band being provided with lugs 16 acted upon byhelical springs 'l1 socketed in lugs 18 formed on the wall of thehousing.

The mechanism for tightening the brake band includes a lug 19 extendingupwardly from one of the band ends and a post extending upwardly fromthe other band end. A threaded shank 8| passes with clearance throughthe lug 19 and has on the outer end thereof an adjusting nut 82. At theright of the lug. 19 (Fig. 3), the shank 8| has a kerf 83 in which ispivoted by a pin 84 (Fig. 10) a lever-85 adapted to be. pulled by anoperating link 86 hereinafter more particularly described. Above, andbelow, respectively, the lever 85, are lever members forming part of aduplex elbow lever 81 which has a pin 88 engaging a slot 89 in lever 85.The lever 81 also has cam surfaces 90 adaptedto cooperate withcorresponding surfaces 9| on the threaded shank 8|. Assuming the partsto be in position shown in Fig. 10, it will be evident that a pull onlink 88 will rock lever 85 on its pivot and cause a shifting of post 80to the left. thereby tightening the brake band.

The link 85 preferably comprises a clevis lilia connected by a threadedshank 92 to a clevis 93 pivoted at 94 on the upper end of a lever 95.This lever 95 is pivoted at 05 and has forked-shaped end portions 96 atopposite sides of the main shaft adapted to engage pins 91 carried onthe outer race 98 of an anti-friction bearing 99 fitted within a seat|00 in an axially moving sleeve |0| surrounding the main shaft. Thissleeve |0| is operated to cause relative axial movement between thepinion cage and its surrounding shell or housing, and, in the particularform shown, the sleeve is provided with a number of socket portions |02engaging shifting levers|03 provided on the pinion cage housing. Theselevers |03 are formed as elbows pivoted intermediate of their ends bymeans of pins |04 mounted in lugs |05 extending rearwardly from thepinion cage housing plate 55. The levers |03 have relatively long arms,the inner ends of which are engaged in the socket portions |02. Thelevers |03 have short arms |06 projecting rigidly therefrom and pivotedby pins |01 to links |08, the latter links being pivoted by means ofpins |09to plungers I I0 adapted to Slide in a forward andlrearwar-ddirection in guide openings or apertures provided in the plate 55.

As the elbow levers |03 are shifted about their pivots |04, they areadapted to shift the links |08 and the plungers ||0 in a forward andrearward direction, and the plungers ||0 are adapted to abut appropriatesurfaces on the rear end of the pinion cage for the purpose ofcontrolling the axial movement of the cage relatively to its enclosingshell. In the neutral position of the transmission, shown in Fig. 2, thecage and its enclosing shell are in such positions as to disengage theaxially fixed duplex member of the clutch K, but in forward driveposition. shown in full lines in Fig. l, the elbow levers |03 are in adifferent position, and it will be noted that in this position theforwardly extending portions of the elbow levers, together with thelinks |08, acting as toggles, lock the plungers ||0 in the positionshown in Fig. 1,. the toggles previously mentioned being, at this time,in an overcenter or locking position. In this position, the pinion cageis thrust forwardly as far as possible from the position of Fig.

far as possible from that position, the result being to clamp the duplexfriction member tightly original position (Fig. 2), these springs, inexpanding, will aid in quickly restoring the pinion cage and itsenclosing shell to their original relative axial positions, therebypromptly freeing the friction clutch.

Now referring more particularly to the reduction gearing with which thetransmission is provided, and its relation to the shafts D and E, it mybe noted that the shaft E is shown as provided with an embracingcoupling member ||2 having a iiange I3 for connection to a propellershaft or the like, the coupling member I2 having a sleeve portion I4mounted by means of an anti-friction bearing ||5 in the rear end portionof the housing. Around the shaft E, forwardly of the bearing I|5, is atlirust collar ||6, and immediately in front of this collar and bearingthereagainst 1s a ange portion formed integrally with the shaft andacting as a carrier for an internal gear |8 which is a part of thereduction gearing F. In the example shown, the internal gear I8 (whichis concentric with shaft E) has an axial extension whereby it is securedby screws ||9 and pins |20 to the periphery of the flange In front ofthe flange a short integral portion |2| of somewhat greater diameterthan the main portion of shaft E is formed integrally with that shaft.so as to create a short forwardly disposed stub thereon. Around thisstub is placed an anti-friction bearing |22, shown as a roller bearing,and this bearing is placed between a portion of flange ||1 and asupporting member |23 which is attached to the housing and locatedrearwardly of the partition 2|. The supporting member |23 is `shown indetail in Figs. 8 and 9, and it will be observed that it has acylindrical body |24 carrying at the forward end a flange |25 by meansof which said member is attached to the partition 2| by means of screws|28. Atits rear end, the meniber |23 is provided with a cylindricalsocket |2'| adapted to receive the anti-friction bearing |22. Theforward wall of the socket |21 is formed by a partition |28 and at itsupper forward portion the partition |28 is provided with an integralboss |29. Surrounding the boss 29, and abutting a shoulder |30 providedthereon, is an anti-friction bearing |3|. 'I'he inner race of thisbearing fits against the boss |29 and its outer race is tted within aspur pinion 32 supported within the upper part of the internal gear ||8and having its teeth meshing with those of said internal gear.

The pinion |32 is a drive pinion and it is suitably connected to therear end portion of shaft D. In the particular form shown, the rearextremity of shaft D is provided with a lateral flange |33 and thepinion |32 is secured to this flange by means of screws |34 and pins|35. The anti-friction bearing |3| is held in place by means ofa washer|38 engaging its inner race at the forward end of the latter, saidwasher being held in place by a bolt |31 having its head disposed in acutaway portion of the flange |33.

In Fig. l, the transmission mechanism is shown in position for forwarddrive and it is believed from what has been said previously that theoperation of the parts in forward drive will be clear. In this position,the drive imparted from the engine through the drive sleeve 24 iscarried through the splines and the sleeve 29 and the friction clutch Kto the structure carrying the pinions 45. 48, which structure is therebyrotated with its pinions in locked engagement on the one hand with thegear 30 and, on the other hand, with the gear 499-. The latter gearbeing fixed to the shaft D, that shaft is rotated by rotation of gear49a and,

|22 and the internal gear III. the drive shaft E is rotated in the samedirection as the shaft D.

Upon movement of the operating lever 95 to the position shown in Fig. 2,the actions previously described will take place, the clutch K beingfreed and the pinion cage and its enclosing shell taking .the positionsshown in Fig. 2.- There is then no drive of the driven shaft E inasmuchas shaft D and its gear 49xi receive no driving impulse, the pinion cageand its shell being free of the duplex friction member carried by sleeve29, which member simply rotates in a clearance space between the shelland the cage. Should the lever 05, however, be moved back toward theposition of Fig. l, the pinion cage will be thrust forwardly and theshell drawn rearwardly so as to quickly engage the clutch K and startthe forward drive. It may be noted,`however, in connection with thestructure of clutch K that the inner and outer friction surfaces carriedby the web member are not engaged fully with their correspondingfriction surfaces at the same moment, there being a tendency to engageone pair of surfaces somewhat ahead of the other pair, this being aninherent effect of the structure which I have devised, and thus there isno tendency of the clutch to engage suddenly or grab. y

When reversal of the propeller shaft is desired, the mechanism is movedfrom the neutral position of Fig. 2 by shifting the upper part of lever95 to the right with respect to that gure so that the lever assumes theposition shown in the dotted lines of Fig. 1. The effect of this is toengage the brake band with the shell of the pinion cage so as to lockthe shell against angular movement. As a result, the pinion cage whichis locked to the shell is locked against angular movement and thepinions are held with their axes in fixed locations. As a result, therotation ot sleeve 29 and gear 30 causes the long pinions 45 to befrotated ontheir axes in a reverse direction, and therefore the shortpinions are driven reversely as compared to the long pinions, causingthe gear 49'* and shaft D to be rotated in a direction reversely withreference to the Fig. 1 direction. i

It will Ibe noted that a 'ring member |38' is applied to the rearend ofthe housingl lSaid member carrying a lubricant seal |38 in engagementwith the external surface of the coupling member ||2. These provisionsagainst the escape of lubricating oil from the, rear end` of.

the casing are similar to those used at the front f end of the casing.casing or housing is intended to be supplied with a quantity oflubricating oil which, by the rotation of the parts, is thrown orotherwise supplied to the bearings requiring lubrication.

In Figs. 11, l2, and 13, there is shown a modified form of transmissionwhich differs from that previously described in respect to the reductiongearing between the main shaft and the driven, shaft. A situation may bepresented where it isi desired to provide 4transmissions on a lboathaving two oppositely driven propellers, and to meet such a condition itis desirable to provide for the drive of the driven shaft in either oftwo directions with respect to the main shaft, as may be required. Sucha construction is shown in these views, which show a transmission inwhich it is possible to insert an extra pinionin the drive when that is.desired.

In these views, |32 is a pinion fixed to the drive shaft D' but out ofmesh witn\the internal' It will be noted that thel 8 ond pinion |32h andfrom |32 to the internal gear III. This will. of course. produce a drivewhich is reversed with respect to that shown in Fig. 1. Where a drive inthe same direction as in Fig. 1 is desired, the pinion |32b is vremovedand a pinion of the proper size to engage the internal gear substitutedfor |325.

In this form of Figs. 11, l2, and 13, also. there is a change from theform of Fig. 1 in respect to the supporting member for the pinion orpinions that maybe provided in connection with the lnternal gear. Here,the supporting member is shown at |40 and the same has an integral boss|4| generally similar to boss |29 but diiering in detail. Where a secondpinion is required in the drive, a'bearing pin |42 for said lpinion isfitted into position between the body ofthe supporting member |40 and acheek |43 formed as a part thereof.

Another ldifference over the form rst described arises from the factthat, while the supporting member for the inner ends of the two shaftsis attached as before to a transverse partition member in the mainhousing. this partition member is provided as a part of the rear housingsection |44 (the section supporting the outer end of the driven shaft E)rather than upon the section |45 in which the shaft D'is disposed. Itwill be noted that. in this particular form, the housing section |44,adjacent its forward end portion, has an integral inwardly extendingmember |46 serving as a partition, and it will be observed that thesupporting member |40 is attached to the forward face of member |48 byscrews |41 passing through the flange |48 provided upon member |40 atits forward peripheral portion.

A further difference of the form of Figs. 11,

` 12, and 13, over the'form of Fig. l, arises from .another llocationrelatively to the drive shaft,

as may be desired. This shift may be made without making any change inthe reduction gearing interconnecting the two shafts, inasmuch as allthe shifting parts turn ori/the axis of the drive shaft while the gearsremain in mesh. A11 that @is necessary is the removal of the screws orlike niembers Mil-interconnecting y the two housing sections, and theirreplacement, after section |44 has been shifted angularly to a certainextent.

, In the adjustment shown in Figs. 11 and 13, the

lower shaft is in the 'same vertical plane as the upper shaft but it maybe desirable for one reason or another to place the lowerishaft at oneside or the other fof this plane in installing the mechanism in a boat,and this may be readily done where the features. described above areprovided. In the modified form shownI in Fig. 14, the angularadiustability of the rear housing section and some of the gearing aboutthe axis of the drive shaft ilsv retained. In this instance the driveshaft D" has its rear end journalled in the rear housing section |50, asshown. This housing section |50 has journalled in it also' the outer endofthe lower shaft E", and the partition |5| provided in section |50furnishes a cheek |52 in `which the inner end of/ shaft E" isjournalled. i

gear IIB. The drive is from pinion |42: to a sec- 75 In thiscase, theshaft D" carries a/helical gear Manara |53 meshing with a helical gear|55 on the shaft E". In addition to the opening |55, provided in cheek|52`for mounting shaft E", one or more additional angularly offsetopenings, similar to opening |55, may be provided in the cheek and otherprovisions furnished whereby an additional pinion can be introduced inthe drive of shaft E" for purposes of providing drive thereof in thereverse direction.

Fig. 15 illustrates another modification which is similar to that shownin Fig. 14 except that the drive pinion |55 and the driven pinion |51'are of the double helical or herringbone type.

In Fig. 16,` Ihave shown amodined form of the pinion-carrying structurewhich is mounted around the main shaft or drive shaft. Here, instead ofhaving the plungers (I l) acting directly against the rear plate of thepinion cage for shifting the cage axially, I provide plungers ||I'^which act upon an annular plate |58 which is axially shiftablerelatively to a rear plate |59 of the pinion cage. Thelong pinions .45*and also the short pinions are mounted upon tubular elements r|80extending between the plates |59, IGI. of the pinion cage', and withinthese tubular elements are helical springs |82. Plate |58 engages oneend of the helical spring, and the other end of vthe spring is abuttedagainst the front plater Ill. When the .plungers are thrust forwardly,Aannular plate |58 is advanced by them and rthe springs |52 are com- Vpressed to a certain extent before these springs are effective to movethe front plate of the cage. which front plate carries the frictionsurface that engages the inner friction surface onthe cone ring. In thismanner, the inner element of the friction clutch is yieldingly pressedinto action, and the action of the'springs Il! is also transmitted tothe outer friction element of the clutch by way of the plate |55, theplungers, and the plunger mountings, which mountings are flxedly carriedby the outer member or drum. By ,this arrangement there is compensationfor wear and possible un'evenness in the coactdng friction surfaces ofthe clutch mechanism.-

The transmission'mechanism shown in the drawings is, as previouslyappears, o! the type where the main housing is closed and sealed at theforward. end with provisions for coupling :its main shaft to an externalengine-driven shaft. When the transmission is tobe attached directlytotheengine v(so that its main shaft is driven from the engineflywheel), instead of being mounted separately, certain minoralterationsare made. In such case the forward ,wall

' of the engine.

10 necessary. The invention alsov enables the interior parts of themechanismV to be kept well lubricated while. nevertheless, the frictionclutch means is very durable and continues to operatey vandto transmit`power, effectively, over a long period. Y n Various changes in thearrangement and or'- ganization of parts and' in the details of thestructure can be made without departing from the principles of theinvention or the scope of .theclaima l What I claim is:

1. In a transmission mechanism, the combination of a driving sleevegear. a driven sleeve gear, a brakeable pinion-carrying structurecooperating with said vgears having two members which are axiallyshiftable relatively to `each other, and av friction element rigidlyfixed on and rotating with said first sleeve gear which is vadapted tobe clamped between substantially yparallel opposing friction surfacescarried by the respective members of the pinion-carrying structure.

2. In a transmission mechanism, the combina- I'tion of a driving sleevegear, a driven sleeve gear,

a brakeable pinion-carrying structure cooperating with said gearscomprising parts which are relatively axially shiftable, inner and outerconical friction surfaces can'ied ,by said parts and facing each other,and a duplex conical friction element rigid with the sleeve of one ofsaid gears f and adapted to be engaged and clamped between saidsurfaces.

3. In a transmission mechanism, the combination of a driving' sleevegear, a driven sleeve gear, a brakeable pinion-carrying structurecooperating ywitlrsaid gears including an outer shell or drum 'shavingan -inner friction surface and a pinion cage movable. axially withinsaid drum, means for shifting said pinion cage axially, a. frictionelement carried by and rotating with said first sleeve gear and havingan inner conical friction surface, and a friction surface on saidypinion cage which when said cage is Vshifted axially presses againstsaid conical friction surface and forces said element into frictionalengagement with the friction surface of said drum.

V4. In a transmission mechanism, the combination of a driving sleevegear, a driven sleeve gear, a pinion-carrying structure cooperating withsaid gears including an` outer shell or drum and an inner pinion cageshiftable axially with re-V spect thereto, an outwardly extending webrigid with the sleeve of the drive gear having inner and outer conefriction surfaces, means on the pinion cage adapted to engage the innerfriction surface, and means within ,the drum adapted 4 It win be vseenfrom the roregblng that the l present invention provides av simple,compact, and sturdy transmission of the type in which a main shaftconnected by reduction gearing with a driven shaft is adapted to bedriven in either, direction as may be desired. The main drive to. engagethe outerfriction surface.

5. Ina transmission mechanism, the combination of a driving sleeve,gear. a driven sleeve gear, a brakeable pinion-carrying structurecooperating with said gear's'comprising a pinion @cage carrying =apluralityof eccentric-ally mounted pinigns and an enclosing 'shell ordrum for the cage which is axially shiftable relatively to'the cage,said cage havingtubular pins or y elements mounting said pinions, andmeans of frictional connectionbetween one of said sleeve gears and saidpinion-carrying structure comprlsng interengaging friction elements andloading springs acting on said elements extending through said tubularpins.

6. In a transmission mechanism, the combination of a driving sleevegear, a driven sleeve gear,

11 a brakeable pinion-carrying structure cooperating with said gearscomprising a pinion cage having a plurality of tubularpinion supportingpins and an enclosing shell or drum for .the cage which is shiftableaxially relatively to the cage. and means of frictional connectionbetween one of said sleeve gears and said pinion-carrying structurecomprising cooperating friction elements, loading springs for saidelements housed within and extending through said tubular pins, aplurality of actuating plungers, and an annular plate within said drumacted upon by said plungers and acting in turn on said loading springs.

7. In a transmission mechanism, the combination of a driving sleevegear, a driven sleeve gear. a. brakeable pinion-carrying structurecooperating with .said gears having two members which are axiallyshiftable relatively to each other, and a duplex conical frictionelement carried by the sleeve of one of said gears intermediate oftheends of said sleeve which in .the engaged -position is clamped betweenopposing friction surfaces on the respective members of the pinioncarrying structure.

8. In a transmission mechanism, the combination of a driving sleevegear, a driven sleeve gear,

a brakeable pinion-carrying structure having pinions cooperating withsaid gears and including a pinion cage and a drum axially shiftable withrespect to said cage, said pinion cage having an end plate, and afriction clutch for connecting said structure with the first gear havinga cone friction ring rigid with said end plate and projecting outwardlytherefrom.

9. In a transmission mechanism, the combination of a driving sleevegear, a driven sleeve gear, a brakeable pinion-carrying structure havingpinions cooperating with said gears and including a pinion cage and anaxially shiftable drum, said pinion cageI having an Aend plate. and a.

friction clutch for connecting said structure with one of said gearsincluding a friction element on the sleeve of one of said gears adaptedto be clamped between opposing friction surfaces carried by therespective members of the pinioncarrying structure, one of saidlast-named surfaces being onl a cone member projecting from said endplate.

' 10. In a transmission mechanism, the combination of a driving sleevegear, a driven sleeve gear, a brakeable pinion-carrying structure havingpinions cooperating with said Sears and includassaut ing s pinion cageand sn axially shiitable drum, said pinion cage having an end plate, anda friction clutch for connecting said structure with one of said gearsincluding a. friction element on the sleeve of one of said gears adaptedto be clamped between opposing friction surfaces carried by therespective members of the pinioncarrying structure, one o1' saidlast-named surfaces being on a'cone member projecting from said endplate. the other of said last-named friction surfaces being provided onan end extension of the drum.

11. In a transmission mechanism, the combination of a housing. alongitudinally disposed shaft within .the housing having a forward endportion extended substantially to the forward end portion of thehousing. said shaft having a. rear portion mounted in the rear portionof the housing, an engine-driven member having a sleeve looselysurrounding said shaft in the forward end portion of the housing, a gearfixed to said shaft .intermediate of the ends of the shaft, a geardriven from said sleeve adjacent the rear end of said sleeve. a frictionclutch cone driven from said sleeve intermediate the ends ofthe sleeve,and means within the housing including a pinion cage and a braking drumtherefor cooperating with said gearsand with said friction clutch memberfor driving said shaft forwardly or reversely. said cage and drum havingfriction cones cooperating with said nrst cone.

JOHN O. BERNDTSON.

REFERENCES CITED T he following references are of record in th file Aofthis patent:

UNITED STATES PATENTS

